Eailwat gate



RAILWAY GATE.

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O. H. P. CORNELL.

- RAILWAY GATE.

Patented May 31, 1887.

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"INVBNTOR 017567 A MMM" ATTORNEYS.

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UNITED STATES PATENT OFFICE.

OLIVER H. P. CORNELL, OF ALBANY, NEW YORK.

RAILWAY-GATE.

SPECIFICATION forming part of Letters Patent No. 363,808, dated Mag 31, 1887.

Application yfiled April 9, 1886. Serial No. 198,347'. (No model.)

To all whom it may concer-n:

Be it known that I, OLIVER H. P. CORNELL, of Albany, in the county of Albany and State of New York, have invented a new and useful Improvement in Railway-Gates, of which the following is a specification, reference being had to the annexed drawings, forming a part thereof, in `which- Figure l is a plan view showing the arrangement of gates and track-levers. Fig. 2 is a side elevation, partly in section, of a pair of gates arranged on opposite sides of the highway. Fig. 3 is a vertical transverse section of one of the gate-posts, showing the mechanism contained therein. Fig. 4 is a vertical transverse section taken on a plane at right angles to that of Fig. 3. Fig. 5 is an enlarged detail sectional View of the escapement. Fig. 6 is a vertical transverse section taken on line x in Fig. 5. Fig. 7 is an end elevation of the gate-closing track-lever, showing the spring-case in section. Fig. 8 is a transverse section of the gate-opening track-lever.

Similar letters of reference indicate corresponding parts in the different figures of the drawings. l

rlhe object of my invention is to provide an improvement in automatic gates for closing highways at their intersection with railways, and for giving an alarm just before and during the closing of the gates.

rlhe constructionand combination of parts are as hereinafterl described and claimed.

In Fig. I I have shown the mechanism as applied to two pairs of gates forprotecting a highway-crossing where a double track system is employed. Four hollow posts, A A A2 A3, are arranged in pairs on opposite sides of the track, each post being provided with a gate, B, which is capable of swinging down over the highway C and closing the highway. The posts A A2 in the present case contain gateoperating mechanism; but where the gate is used in connection with asingle-track railway onlythe post`A will be provided with the` gate-operating mechanism. y

The post A is formed of a hollow iron casing made of several pieces secured together by bolts. The sides a of the posts are parallel, the side b is vertical, the top c is preferably semicircular, and the side b is inclined at a slight angle from the vertical to afford space for the lgate-operating mechanism contained by the posts, and also to increase the base of the post. through the post near the upper end thereof, are mounted the gate-arms C, which converge beyond the post and are united, forming a single gate. The ends ofthe shaft B', outside the gate-arms C, turn in roller-bearings D, supported by brackets d at the sides of the post. The roller-bearings D consist of the cylindrical casing e, and the rollersf surround the ends of the shaft B. withinthe post is secured a two armed lever, E, having the longer arm, g, and the shorter arm, h, projecting from opposite sides of the shaft, the short arm h being turned up slightly out of the plane of the arm g.

On the shaft B', between the lever Eand the side of the post, is loosely placed a sleeve, F, having formed on or attached to it a segmental scape-wheel, G, and a segmental sheave, H. The segmental scape-wheel G is chambered to receive the shorter arm, h, of the lever E, and is provided with a shoulder, fi, for engagement with the end of said arm ,of the lever E.

Rollers j j', journaled in Xed supports near the periphery of the scape-wheel G, support pallets k 7c', pivoted to the pendulum-rod I above and below the pivot Z of the rod. Ihe

pivot Z of the pendulum-rod turns in bearings.

On ashaft, B', passing transversely To the shaft B` tion tending to press the pallets lac' down lever K, supported by the shaft p, passing transversely through the post A. The cam- IOO lever K is curved upward from a point'near its middle to the free end thereof, and upon the under surface of the lever there is a cam,

L, formed on a volute curve of quick pitch,

terminating in a reverse curve, q, near its eX- tremi ty. In the upper surface of the cam-lever K, about opposite the reverse curve q, is formed a socket, r, for receiving an ear, s, projecting from the under surface of the lower spring-plate, M, and pivoted in the socket.

The upper spring-plate, N, is secured to a screw-threaded rod, O, which extends through a bracket, I, projecting inward from the side of the post, the rod O being secured adjustably in the bracket P by nuts t, above and below the bracket. Springs Q are placed between thespring-plates M N, and are put under the required compression by adjusting the nuts t. Below the cam-lever K, and nearly in line with the ear s and rod O, is journaled a rockshaft, R, to whichis secured a` lever, S, having two equal arms, c 'u'. The arm a is forked and carries a roller, w, which rolls'in contact with the surface of the cam L. rlhe arm 'vof the lever S is also connected by a yoke, a', with the chain or cable T, extending to the gateopening track-lever, presently to be described. The lower end of the arm c of the lever S is connected by a chain or cable, U, with the gate-closing track-lever, which will also presently be described. The arm fv of the lever S is connected with a gateopening track-lever .by the chain or cable T. When the gateis used in connection with a doubletrack railway, the chains or cables U T only are used; but when the gate is used in connection with a single-track railway it becomes necessary to connect the lever S with gate-closing tracklevers on opposite sides of the highway, and in such cases two gate-opening chains or cables, T T, are required.

To the shaft R is secured a short arm, c', which is arranged at right angles with the lever S, and is pivoted to a rod, d', extending upward toward the top of the post, and provided with an oblong eye, e.

To a bracket, f', projecting inward from the side b of the post, is pivoted an arm, g,which is forked and carries a roller, hf, which is journaled on the pi nt', passing transversely through the arm g. The pini also passes through the oblong eye e on the end of the rod d. The same pin also receives one end of a spiral spring,j2, the other end of the spring being connected with an arm, k2, projectingfrom the side of the rod d. The springjz is normally under tension, and when the gate is not in operation the roller 7L bears upon the side of the pendulum-rod I.

In the upper part of the post A is supported a gong, l', and a hammer, m', is pivoted in an ear, n', with an arm, o', projecting out into the path of the upper end of the rod d, so that when the rod is suddenly raised in the manner vpresently to be described the bell-hammer m will be made to strike the bell Z.

A toothed sector, p', is secured to the sleeve F, and a bell-hammer, q', pivoted ina bracket, 7J, caA ries a pallet, s', which is engaged by the teeth of the sector p when the sleeve F is turned. The pallet s consists of a pair of ears,

s?, secured to the arm of the bell-hammer, and a right-angled arm, s, pivoted between the ears and projecting into the path of the teeth of the sector p. so that when the sector is moved upward Vit will engage the extremity of the right-angled arm s and trip it once for each tooth of the sector; but when the sector is moved in the opposite direction the arm s will yield and allow the teeth to pass without moving the bell-hammer.

In the lower part of the post A is journaled a shaft, V, to which is secured a double segmental sheave, W, having twov circumferentiallygrooved parts, t t', for receiving the chains alu. The chainsu u are provided with eyebolts c2 c, which pass through the body of the segmental sheave W parallel with each other andserve to adjust the tension of the chains ut. Between the eyebolts c v and the grooved parts t t ofthe sheave, and upon opposite sides of the body of the sheave, are journaled disks w w, Fig. 3, each pair of disks acting as a sheave for guiding the chainl in its passage from the grooved part of the segmental sheave W to the adjusting-eyebolts v2 v3. The latter serve to tighten the chains u u2 whenever necessary, 'and the disks w' wz serve as sheaves which support alternate links of the chains and furnish a rolling surface for the chains to run on, thus avoiding friction when the chains are drawn in the act of tightening. An arm, B2, attached to or formed integrally with the segmental sheave W, projects from the body of the sheave between the disks w' 102, and is pivotally connected with a rod, C2, which is .jointed to the arm g of the lever E. The chain u is connected with the chain u2 of the gate on the opposite side of the highway, and the chain u2 is connected with the chain u of the gate on the opposite side of the highway, these chains crossing each other, as shown in Fig. 2, to secure the simultaneous movement in opposite directions of the segmental sheaves WV of the pair of gates.

.When a double-track railway is provided with my improved gates,the mechanism of the posts A A2 isl connected by prolonging the shafts V and connecting them together, as in-` dicated in dotted lines in Fig.l 1.

The gate-closing track-lever D is placed a sufficient distance from the gate to insure the closing of the gate before the fastest train could travel from the track-1ever to the highway. The track-lever D consists of a bent rail, a, supported on a horizontal bolt, b, arranged at right angles to the track-rail E', and a right-angled lever, c, pivoted on a fixed support, and connected with the chain or rod T.'

The rail a2 is convex toward the track-rail E',

and the shorter arm of the rightangled lever ci is provided with a roller, d, which rests in contact with the outer side ofthe rail a. The

.shorter arm of the lever c3 .is directed toward IOO IIO

363,8oa I a on an adjustable plate, ja, supported by a vided on its upper surface with ears m3, which' screw, k3, passing through the bottom of the casing h3. A cap, Z3, rests on the top of the spring and covers the casing, and is proare pivoted to the lever f3. 'lhe top as, attached to the support of the casing h3, limits the upward movement of the leverfi, so that when the leverf3 is in its highest position the rail a2 will be held opposite the head of the rail E.

To diminish the friction of the sliding sleeve e on `the leverf3, a roller, o3, is journaled in ears projecting from the lower side of the sleeve at its outer end andr bears upon the under surface of the leverfa. This arrangement of the rail a2 allows it to be depressed by the car-wheels when passing away from the highway without ,operating the lever c3 and rod or cable 'lv and mechanism connected therewith.

At the side of the track-rail E near the highway is placed the gate-opener p3, which consists of two oppositely-dlsposed track-levers, g3 q, supported on pivots at their outer ends, with their adjacent free ends resting on a standard, W, pivoted to aright-a'ngled lever, t3, journaled on a fixed pin and connected by a link, a3, with the right-angled lever v3, turning in a plane at right angles to that of the lever t3. The remaining arm of the right-angled lever o3 is connected with the rod or cable U. f

The free and adjacent ends of the track-levers g3 Q4 are supported normally above the level of the top of the track-rail, so that the tread of the wheels running over the rails E will engage these levers and depress them. With a single or double track only one gateopening lever is required for each track.

The operation of my improved railway gate is as follows: The parts ofthe mechanism contained by the post heinginthe position shown in Figs. 3 and 4, and the track-levers beingiu the position shown in Fig. l, the train approaching the highway G in the direction indicated by the arrow, by the engagement of its wheels with the side of the rail a2, pushes vthe rail laterally, swinging the lever c3 on its pivot, thus drawing on the rod or cable T', turning the lever S in the post A. thus releasing the cam-lever K, when the springsQ force the cam lever down, pulling on the rod o and chain n. Simultaneously with the release ofthe leverK the rod d is pushed upward by the varm c', carrying the bell-hammer m against the bell,

and at the same time turning thearm g', so as to remove the rollerh from the pendulum-rod I, thus releasing the pendulum, so that it is free to swing and present the pallets k k', alternately, to the teeth of the scape-wheel G. The scape-wheel G tends to turn under the pull of the rod o and chain n; butit is retarded by the engagement of the pallets 7c k' with its teeth, which are made to pass the pallets bya step-by-step movement whose rapidity depends upon the rate of the vibration of the pendulum.

The function of the pendulum may be described as follows: Suppose a gate to be in v operation on a double-track railroad. Now, assume that it requires four hundred pounds spring-power to close the gates under the worst circumstances-viz., during a strong wind blowing at right angles to the railroad or broadside against the gatearms, thereby causing the greatest amount of friction on the gate-pivot.Y Under these circumstances the gate must close within the time required for the fastest train to reach the crossing after leaving the closing-lever-say sixteen seconds. Now, on a still'day,'with no wind, it will require fully twenty per cent. lesspower, or only three hundred and twenty pounds, to close the gates, and the pendulum will be required to hold back eighty pounds, and still' restrict the closing of the gate to sixteen seconds.V Now, suppose that on a still day two trains come into the block, one on each track,

lsetting the gate-closing machinery in operation for closing the gates of both tracks at the same time, then the threehundred and twenty pounds will be divided between two sets of machinery, or only one hundred and sixty pounds to each, then each pendulum wi-ll be required to hold back three hundred and forty pounds-ofsurplus pressure and still restrict the closing of the gates to Vsixteen seconds.

The escapement-teeth have no pitch-that is, the straight sides of the teeth are arranged on radii of the scape-wheel, and the pendulum is so hung that when it is vertical the straight -side of the tooth will strike the end 'of the pallet, thus obviating recoil of the escapement-pallets. Vith fifty pounds pendulum- IOO IIO i ball and a leverage of six to one pallets over.

the xed rollers'as l'ulcrums, the pendulum will, if necessary, hold back etfectually three hundred pounds ofsurplus pressure. Now, by increasing the weight of the pendulum-ball a proportional increase can be made to the holding-back capacity of the pendulum.

The scape-Wheel G, in turning, by virtue of the engagement of the shoulder t' with the arm h of the lever E, turns the lever, and with it the shaft B', to which the lever and the gatearms C are secured.

The connection of the arm g of the lever E with the arm B`Z causes the segmental sheave W to draw on the chain a2, when the gate-actuating spring is released, and imparts to the gate at the opposite side of the highway a motion similar to that of the gate directly ISO acted uponv by the track-lever, but in the opposite direction, so that the two gates of the pair close down over the highway simultaneously from opposite directions.' While the segmental scape-wheel Gis turning the toothed sector p also turns, imparting a vibratory motion to the bell-hammer q' and giving a continuous alarm while the gate is closing.

The escapement and pendulum insure a sufficiently slow movement to the gate-arms to allow a. vehicle to cross the track after the gate begins to close, so that the vehicle and animals connected therewith may have ample time to escape from the track and avoid being shut in by the gates. y

As soon as the train has passed the highway its wheels run upon the track-levers q" g* of the gate-opener, and, through the medium of the lever t3, link ua, and lever v3, draw upon lis capable of operating the entire series of leased,

the rod or cable U and return the lever S to its vertical position, and in so doing cause the roller win the upper end thereof to roll along the surface of the cam L and return the camlever K to the point of starting, at the same time compressing the springs Q and drawing down the arm g' into engagement with the side of the pendulum rod I, stopping the vibration of the pendulum.

The gate-arms are counterbalanced, so that they open of their own gravity. The turning of the shaft B during the opening of the gate is permitted by the rising of lthe lower pallet, k', as the scape-wheel is turned backward toward the point of starting.

The gate-operating mechanism in either post gates, and when applied to a double track a train coining into the block on one of the tracks sets in operation the mechanism in the post on that track, and the power communicated through the shaft V to the post on the opposite track turns the double segmental sheave W in that post, pushing upon ythe rod Cz and arm. g, thereby turning the shaft B and operating the nearest gates, and also (through the chains u' u2) the gates on the opposite side of the highway. The escapementsegment G in this instance does not turn, since its springpower andthe pendulum have not been reand the escapement isloose on shaft B, as before described. Now, if a train comes in t-he block on the other track it will simply release the springs in its post, which will run down against the pendulum alone, and double power will be holding the gates closed. The first train out of the block will take o its spring-power, the gates remaining closed until the second train leaves the block on the other track and takes olfthe spring-power on that track.

It is obvious that instead of providing the pallets with rounded ends l may furnish them with rollers for engaging the teeth of the scape-wheel.

Having thus described my invention, what I claim as new, and desire to secure by Letters I Patent, is-

1. The combination, with the spring-actuated gate, of a scape-wheel connected with the pivoted shaft of the gate and provided with teeth having working-facesformed on radii of the scape-wheel, a pendulum pivoted on a xed support in the vicinity of the scapewheel, and pallets pivoted to the pendulum-rod above and below its pivot and having rounded free ends and rollers arranged to turn on xed pivots and supporting the pallets in position to be thrust in alternation into the path of the teeth of the scape-wheel when swung by the pendulum, substantially as described.

2. The combination, with the post A and gate shaft B', of the springs Q, mounted in said post, the pivoted cam-lever K, the pivoted two-armed levei` S, provided with the roller V, and means, substantially as shown and described, for connecting the cam-lever with said gateshaft, substantiall y as described.

3. The combination, with the gate-shaft B',

of the two-armed lever E, secured thereto, the

sleeve F, placed loosely on the shaft and carrying the segmental scape-wheel G, provided with the shoulder fi, and segmental sheave H,`

the pallets k k', rollers j j', pendulum-rod I, springs Q, cam-lever K, connections intermediate between the cam-lever and the segmental sheave H, and the post A, arranged to snpport the parts, substantially as herein shown and described.

4. rPhe combination, with the part A and shaft B', and gate-arms C, carried thereby, of the lever E, xed to the shaft,'the sleeve F, placed loosely on the shaft, the segmental sheave H, attached to the sleeve, thesegmental scape-wheel G, attached to the sleeve and provided with the shoulder t', arranged to engage the shorter arm, h, of the lever E, the cam-le ver K, and connections intermediate between the cam-lever and the sheave H, the springs Q, pallets k k', rollersj j', pendulum-rod I, and weight J, attached thereto, the lever S, provided with the roller w, adapted to engage the vcamlever K, and track-levers connected with means for supporting the gate and gate-oper- IIS ating parts, substantially as herein shown and described.

5. The combination, with the post A and pendulum-rod I, of thearm g', pivoted to the side ofthe gate-post, provided with the roller h', the rod d', having aslotted end, e', received on the pin fi', the springg, connected with the arm g and the rod d', the arm c', carried by the lever S, and means for supporting the working parts, substantially as herein shown and described.

6. The combination, with the segmental sheave W and chains or cables u u, of the eye bolts n c3 and the disks w' w, pivoted on opposite sides of the segmental sheave, and forming guides for the chains uu, substantially as herein shown and described.

7. The combinati0n,with the gate-operating rod or cable T', of the bent rail a, loosely pivoted to the track-rail at one end and springsupported at the opposite end, and the rightangled lever c3, pivoted on a iixed support connected with the rod or cable T', and provided with a roller, d3, bearing against the outer surface of the bent rail a", substantially as herein shown and described.

8. The combination of the bent rail a2, the pin b3, forming the pivot and support of one endqof the rail, the right-angled lever c3, 'pivoted to a fixed support and provided with the roller cl3, thespring-casing ha, fixed to the timbers of the road-bed, the spring 133, contained by the casing, the cap Zreceived on the spring and covering the casing, and the lever f pivoted to a fixed support and to the coverli and forming the support for the free end of the rail a2, substantially as herein shown and described.

9. The combination of the bent rail a2, the pin b5, forming the pivot and support of one end of the rail, the right-angled lever c3, pivoted to a ixed support and providedwith the roller d3, the'spring-casing hfixed to the timbers of the road-bed, the spring i3, contained by the casing, the cap Z3,received'on the spring and covering the casing, and the lever fprovided with thesliding sleeve e3, secured to the rail a2 and forming the support for the free end of the rail, substantially as herein shown and described.

10. The combination, in railway-gate operating mechanism, of track-levers g3 q, pivoted at their outer ends near the track-rail and oppositely arranged with respect to each other, the standard r3, angled lever t", link us, and the angled lever t3, substantially as shown and described.

11. In railway-gate operating mechanism, the combination, with the hollow post, of the laterally-moving rail a2, right-angled lever c3, cable or rod T', the cam-operating lever S, connected with the cable T', the track-levers g3 g, angled levers t3 e? and intermediate connections, rod or cable U, connected with the lever S, the cam-lever K, arranged to be acted on by the lever S, the springs Q and gateclosing lmechanism connected with the camlever K, and means for'supporting the working parts, substantially as herein shown and described.

- 12. The combination,with the shafts B' and gate-arms C, of a pair of gates arranged on the same side of the railway-track, oflevers E, secured to the shafts B', segmental sheaves W, j ournaled in bearings below the shafts B', rods C', connecting the levers E with the segmental sheavesW, and chains or cables u u", crossing each other and connecting the segmental sheaves of the pair of gates to cause them to move in opposite directions, substantially as herein shown and described.

13. The combination, with the segmental sheaves W, of the disks w' w', pivoted on op posite sides thereof and forming guides for the chains u' u2, substantially as herein shown and described. 14;. The combination,with thehollow posts A. of a pair of gates located on opposite sides of the railway-track, the gate-shafts B', and gatearms C, supported thereby, of the levers E, secured to the shafts B', the shafts V,provided with the arms B2, and the rod C, connecting the levers E with the arms B2, the shafts V of the gates on opposite sides of the railway being connected together, substantially as herein shown and described.

15. The combination, with the post A. and

cam-lever K, and gate-closingmechanism connected therewith, of the springs Q,.spring plates M N, the screw-threaded adjusting-rod O, the bracket P, and nuts t, and means for supporting the several parts, substantially as shown and described. f'

16. The combination, with the post A and gate-arms C, eounterweighted to cause them to open when released, of the springs Q, camlever K, segmental scape-wheel G, provided with the shoulder i, the lever E, provided with the arm h, adapted to be engaged by the shoulder i, connections intermediate between the can1-lever K and the scape-wheelG, the pallets k lc', arranged to engage the teeth of the scape-wheel, rollers j j', for supporting the pallets, the pendulum-rod I, pivotally connected with the pallets and provided with the weight J, and means, substantially as shown and described, for stopping and starting the pendulum and for supporting the moving parts.

OLIVER H. P. CORNELL. 

